Heating system



July 2, 1946. g J. H. LESLIE, 2D, I 2,403,186

HEATING SYSTEM; Filed March e, 1945 3 Sheets-Shet 1 AFTER COOLER I I 9; a e,

w fw July 2,1946. H. LESLIE, 2p

HEATING SYSTEM '3 Sheets-Sheet 3 Filed March 6,- 1943 M 5 3 4 5 p m 1% D J T w. m m P p a 0 I m m f w m 5 B my D E C 2 AP U I S W W|w M H M J V X) m 0 f #0 4 P 1 WW 1 w .1 W v m T A M\ wmnwmb wmkki flwfiwmmwfi 0 00 0 A. 0

w/zslesi i Patented July 2,

UNITED STATES PATENT OFFICE I HEATING SYSTEM John 1!. Leslie, 11, Winnetka, 111., minor to Stewart-Warner Corporation, Chicago, 111., a corporation of Virginia Application March 6, 1943, Serial No. 478,262

9 Claims. (Cl. 237-32) My invention relates generally to heating sys-. tems. and more particularly to heating apparatus especially adapted for heating the air, supplied to supercharged cabins 'of airplanes.

' Considerable dimculty has been experienced in maintaining the supercharged cabins of airplanes at acomfortabl temperature under all conditions of operation, principally because of the wide variations in atmospheric; conditions which may be encountered by an airplane during the course of an extended flight. The problem presents additional difiiculties if the system is to be applied to military aircraft provided with super charged cabins, since in such aircraft the possibility of the perforation of the cabin by enemy actionmust be taken into consideration.

It is an object of my invention to provide an improved heating system and apparatus for aircraft having supercharged cabins, in which a heater of the internal combustion type is utilized as a source of heat.

A further object is to provide an improved heating system and apparatus for an airplane having a supercharged cabin in which a predetermined pressure differential is maintained in a portion of the system for the operation of a heater of the internal combustion type.

A further object is to provide an improved heating system for aircraft having supercharged cabins in which means are provided to compensate for variations in atmospheric pressureand for variations in pressure within the supercharged cabin.

tern and apparatus for the operation of a heater I of the internal combustion type employed for heating all of the ventilating air supplied to a supercharged cabin.

A further object is to provides, system and ap-.

paratus for the heating of the air supplied to a supercharged cabin, in which the. cabin supercharger is utilized for supplying a combustible mixture to the heating apparatus, and in which all of the ventilating air supplied to the cabin passes through the heat exchanger of the heater.

A further object is to provide an improved control apparatus for the charged cabin.

Other objects will appear from the following description, reference being had to the accomair supplied to a super-' A further object is to provide an improved'sys- Fi 2' is a vertical sectional view of the control apparatus for the system of Fig. 1;

Fig. 3 is a graph showing the duct pressures at various altitudes when the cabin is super? charged; and

Fig. 4 is a graph showing the duct pressures at various altitudes when the cabin is not. supercharged.

It has frequently been the practice in the past to utilize a heater of the internal combustion type for heating air supplied to the cabin or an airplane. In some instances, such heating systems employ a separate auxiliaryengine-driven blower for supplying the combustible mixture to the heater and for forcing the ventilating air to be heated past the heat exchanger 01' the heater, while in other instances rams have been employed for this purpose. As distinguished from these prior art aircraft heating systems, the system of my.

invention utilizes the'air pressure generated by the cabin supercharger as a means for supplying'the combustible mixture'to the combustion chamber of the apparatus, and the heat exchanger of the heater forms part of the duct for con-.

veying the compressed air from the cabin supercharger to the cabin.

As illustrated generally, and in part diagrammatically, in Fig. '1, the system comprises a supercharger lil, the discharge of which flows through an after-cooler i2, and therefrom through a duct I4 to'aheater i6, which is preferably of the internal combustion type, as shown, for exam le, in the prior application of Henry J.-De N. McCol- 5 lum. Serial No. 447,345, filed June 1'7. 1942. The

heater is sup l ed with a combustible mixture throu h a conduit i8 connected to a carburetor 20. The carburetor-receives air under pressure, from a conduit 22 connected to a small scoop 'located in the flowing airstream near the dischar e end of the heater, the carburetor bein supplied with fuel'from a suitable fuel tank 24 through a tube 26. A tube 28 is preferably connected between the conduit 22 and the fuel tank 24 to maintain the fuel therein under pressure. Any suitable alternative fuel supply system may be employed.

The products of. combustion from the heater are discharged to the atmosphere through an ex-- haust conduit 30, which preferably terminates at 'a point at which the pressure is reduced below atmospheric when the airplane is in flight. The ventilating air heated by the heater I6 is conducted to the supercharged cabin 3 2 of the airplane through a duct 34, the flow through which a head 52.

a 3 is controlled by a valve 36, illustrated as of the pivoted butterfly type. This valve is operated by an airmotor 38, which in turn is controlledby a The cabin 32 is provided with a diagrammatiwith the teaching of said Marshall application,-

the valve 44 is adjustable for controlling the altitude at which it becomes active; and the arrangement is such that it'does not come into operation until such critical selected altitudeis reached.

As shown in Fig. 2, theair-operated motor 38 comprises a generally cylindrical case 50 closed by A bellows 54 has its flange 55-clamped between the case 50 and head 52, and hasan actuating rod 58 secured to movable endplate 53, this rod extending through a suitable stuffing box 51 and having a crosshead member 58 secured thereto. The member 58 forms part of a pin and slot connection between the rod 56 and a lever.59. The lever 58 is secured to the pintle 60 of the valve 36. A coil spring 6| is pressed between the end plate 53 and the head 52.

The space between the bellows 54 and the case '50 is connected to the duct 34, at. a point between ciprocable. Air is admitted from the atmosphere to one end of thechamber through a screen I4 held in place by an apertured cap I6. Air under pressure is supplied to the other end of the cham ber 10 through'a port I8. A cylindrical screen 80 is held in place around the port 18 by a plu 82,

and air under pressure is supplied to the port 18 through the screen 80 by.a conduit 84., The conduit 84 is connectedto the duct 34 at a point between the heater I6 and thevalve 36.

.The spool valve I2 has an enlarged portion 86 which controls the air flow into and out of a port v88 communicating with the conduit 64. An enlarged end portion 80 of the spool valve I2 forms a-guide for the latter, and is provided with a slot 0|, while an enlarged portion-92 of this valve fits sufliciently loosely in the valve cylinder I0 that air may leak past it and that the pressure within the section 68 will gradually equalize with that within the valve cylinder I0 at its left-hand end (Fig 2). If desired, a groove might be provided in the wall of the housing section 68 next to the valve portion 92 for permitting the desired restricted pressure effect therethrough.

A differential bellows 94 has its open end plate 95 clamped between adjacent flangesoi sections 61 and 68, and is sealed against the end of section 68 by a suitable gasket .81. A closed end plate 98 of the bellows 84 is suitably secured to 4 the spool valve 12. An aneroid or isobaric bellows I 00, within the section 66, has sealed end plates IOI and I02. A coil spring I04 is compressed between spring seats I05 and I06, which are secured to the end plates IN and I02, respec-- tively. The spring I04 is provided to oppose constriction of the bellows I00 under the influence of atmospheric pressure. The end plate I02 is provided with an internal projection I08 which cooperates with end plate IOI to limit the extent of collapsing movement of the bellows prior to its assembly with the associated parts. The edge portion of'the spring seat I06 abuts against a shoulder I03 of the housing section 66 so as to limit contraction of the bellows after its assembly in the valve. The bellows I00 is so designed that it will not move the spring seat I06 from the shoulder I 03 until the pressure of the atmosphere surrounding the bellows drops to 12" Hg, which is the normal atmospheric pressure at an altitude of about 23,000 feet.

The bellows I00 is prevented from rotating in the section 66 by a stud IIO, theend of which projects freely into a socket II2 formed in the The end plate I spring seat I05 and endplate IOI. IN is secured in adjusted position with repect to v the housing section 66 by a cap screw I I4 threaded in the end plate and having a flange II6 frictionally secured by a locking plate II8,- the latter being held by screws H0 and I20.

The" end plate I02 is tapped to receive the threaded end of a rod I22, the rod being locked in adjusted position by a lock nu't I23. A spring seat I24 is likewise adjustably threaded on the rod I22, being locked in adjusted position by a lock nut I25. A spring I26 is compressed between the spring seat I24 and'the end plate 98. The rod I22 terminates in a head I I28 which may engage the end plate 98 at high altitudes. The section 61 has vent and access apertures I30 through which a tool may be inserted for convenience in adjusting the rod I22 in the end plate I02, and for adjustment of the position of spring seat I24 on the rod I22. d

The positioning electric motor 42 is adapted to be remotely controlled to positiona cam I34, the latter being engageable with a roller I36 on an arm I31 projecting from the member 58 and thus being operable by rotation of the cam I34 through 180. Opening the valve 36 by energization of the motor 42 is desirable, for example, when the plane is cruising at low altitude in'warm weather.

Under such circumstances the heater may not be in operation, but minimum back pressure is desired becauseof the heat of compression fromthe cabin supercharger. That is, the aftercooler normally will remove the major portion of the heat of compression from thesupercharger, but it cannot, of course, be 100% efllcient. Therefore any back pressure on the supercharger at assure proper operation of the heater.

The general principles of the operation of the apparatus will be described with reference to the graphs of Figs. 3 and 4. Referring to Fig. 3,

is maintained slightly above atmospheric pres sure until a pressure corresponding to an altitude of 8,000 feet is attained. At this pressure, approximately 22 Hg, the cabin pressure controls of the supercharger system (including valve 44) become effective and by controlling the opening through the valve 44 maintain the pressure within the cabin at 22" Hg until an altitude of about 30,000 feet is reached. At this altitude, the limit of the cabin supercharging system is normally attained, and thereafter the cabin pressure is maintained at a pressure of approximately 13" Hg above atmospheric pressure until the plane's ceiling is reached.

It is desirable, for most efficient operation of theheater, that the pressure in theportion of the duct 34 upstream of the valve 36 be maintained substantially above atmospheric pressure.

For the purpose of this description, it is assumed that a pressure differential of 6" Hg between the duct pressure and the atmosphere is desirable,

and thus that the controls for the butterfly valve pheric pressure by 6" Hg. Obviously the pressure v in the upstream portion of the duct 34 cannot be lower than that in the cabin, and thus at altitudes above 16,000 feet the pressure in the upstream portion of the duct 34 will be substantially the same as that in the cabin, and therefore the curves I42 and I44 substantially coincide at altitudes' above 16,000 feet.

The operation of the mechanism by which the pressures represented by the curve I44 are maintained will now be described.

At zero altitude, with an atmospheric pressure of 30" Hg, the spring 8| tends to expand the bellows 54 and move the butterfly valve 36 toward closed position and thereby to restrict the flow through the duct 34 and increase the pressure within the duct. This tendency is opposed since as the pressure within the upstream portion of the duct 34 increases, this increased pressure acts upon the external surface of the bellows 54 through the elbow s2 and tends to collapse it, thus tending to move the butterfly valve 36 toward open position, but the external pressure on bellows 54 is opposed by the internal pressure on the bellows and the latter is controlled by v the pilot valve 86.

causes the spool valve 88 to move toward the left in Fig. 2 and thus decrease the size of the opening connecting the port 88 with the port I8 and increase the size of the opening connecting the port 88 to the atmosphere. As a result, the pressure within the air motor bellows 84 will tend to decrease. Such decreased pressure within the bellows 54 is reflected in contraction of this bellows and consequent movement of the valve 38 further toward full open position.

(The interior of bellows 94 ,For accomplishing the desired result, the degree of compression of the spring I28 on the differential bellows 94 is adjusted so that the pilot valve 86 will maintain the pressure in the upstream portion of the duct 34 at approximately 6" Hg above atmospheric pressure. The clearance between the valve portion 92 and its cylinder I0 is such as to form a suflicient restriction to the flow of the air into and from the differential bellows housing section 88 that there will be no pronounced hunting of the butterfly valve 36, but instead, it will be moved smoothly and gradually to the position necessary to maintain a 6" Hg differential pressure between the upstream portion of the duct 34 and the atmosphere. The bellows 94, being responsive to the difference between the pressure in duct 34 and theatmosphere, operates to maintain this 6" Hg differential pressure, and thus will be efiective to cause the duct Dressure to drop as the atmospheric pressure drops, until the plane reaches 16,000 feet.

When the plane attain an altitude of approxi- -mately 16,000 feet, the cabin, due to the operation of the cabin supercharger controls, will like- The pressure in the upstream portion of the duct 34 after the plane has reached an altitude;

of 16,000 feet being more than 6" Hg above atmospheric pressure, the differential bellows 94 will be compressed sufllciently against the action of the spring I26 to move the pilot valve 88 to the left and cut off or substantially cut off the flow of air from the port I8 to the port .88, and

instead, the port 88 will be connected substantially freely to the atmosphere. The air motor bellows 54 will therefore be compressed by the pressure through the. elbow 62 from. the duct.

sition. The operation of the heater is not mate-' rially affected when the pressure in the duct 34 exceeds atmospheric pressure by more than 6'' H8. as is the case when the plane attains an altitude above 16,000 feet. Above 16,000 feet the ressure in the duct 84 will thus remain substantially the same as that in. the cabin until the plane's ceiling is reached.

When the plane attains an altitude of about 23,000 feet, the aneroid bellows I80 expands againstthe decreased atmospheric pressure, serving to press the head I28 of the rod I22 against the end plate 98 of the bellows 94 and to press the valve 88 toward the right in Fig. 2 for openingthe passageway from theport 18 to the port 88, in case such passageway is not already open. This insures that the pressure in the duct 34 shall be applied through the pipe 84 and 84 to the interior of the,bellows 54 for expanding such bellows so as to move the actuating rod 56 toward the left for adjusting the valve 36. -Under 1 these conditions, with the bellows I08 because of its expansion controlling the position of the valve 36, the bellows 94 loses control until the plane has descended again below the critical altitude at which the bellows I88 became effective.

Whenever, due to perforation of the cabin by I enemy action, or for any other reason, the cabin valve 06 in the following manner.

air motor bellows 54 to again adiust the position of the valve 36 to maintain the 6" Hg differential pressure, unless control has-already been taken over by the bellows I00. This adjustment of the l valve'36 under the circumstances stated is effected by reason. of the drop in back pressure in the duct 34 when the pressure in the cabin is cut 'right in aid Fig. 2 and thus applying the pressure through the pipes 84 and 64 for expanding the bellows 54 and drawing the actuatingrod 56 toward the left in Fig. 2. r

In my improved arrangement, if the pressure in the cabin under the control of the valves 36 and 40 becomes excessive, such pressure is relieved by the action of the valve 44. If, on the other hand, the valve 44 closes so as to build up unduly high pressure in the cabin and the duct 34, then the valve 36 is moved so as to have a tendency to lower the pressure in the duct. Since the valves 44 and 36 are not connected, either of the results can be efiected by one of said mechanisms entirely independently of the condition of the other mechanism.

The curve I45 of Fig. 4 shows the pressure in the upstream portion of the duct 34 at various altitudes ,when the cabin is not being supercharged. When the plane is engaged in military action, it is usually desirable to vent the cabin to the atmosphere.- However, the supercharger remains in operation, and, due to the resistance to escape of air from the cabin through its vent valve, the pressure in the cabinwill ordinarily be somewhatabove atmospheric pressure, as indicated by the fact that the curve I46, representing the cabin pressure, is spaced somewhat above the curve I46, representing the atmospheric pressure. I l

The pressure in the upstream portion of the duct 34 will be controlled by the differential bellows 94 in the manner previously described, so as to maintain this portion of the duct 34 at a pressure 6" Hg above atmospheric pressure until the plane attains an altitude of approximately 23,000 feet. As the atmospheric pressure approaches 12" Hg, the normal pressure at 23,000 feet, the isobaric bellows I00 expands, the flange of its spring seat I96 leaves the shoulder I03, and

the head I28 0n the stem I22 engages the endv plate 98 and thereby takes over from the bellows 94 the sole control of the position of the pilot The bellows 94 and I00 are of the same diameter. Thus, when the head I28 is in contact with the end plate 98., atmospheric pressure has no effect upon the movement of these bellows, since it applies equal forces in opposite directions to the two bellows. Under these circumstances, it is only the absolute pressure in the duct 34 (as applied to the extern'al surfaces of bellows 94) balanced against spring I04 that has any controlling effect, and which thus determines the position of-the pilot valve 86. The valve 36 is so constructed or provided with a suitable stop that it cannot be moved to fully closed position; rather it is arrested at a position approximately 15 from the fully closed position. Surging of the supercharger is thus prevented.

From the foregoing it will appear that whether the cabin is supercharged or not, a pressure differential of at least 6" Hg is maintained between the upstream portion 'of the duct and .the atmosphere down to 18" Hg duct pressure, after which the upstream portion of the duct pressure is kept constant at 18" Hg. The pressure differ ential thus produ ced is adequate for satisfactory operation of the heater.

An additional beneficial result brought about by placing the valve 36 downstream of the heater I6 into the space occupied by the products of combustion rather than in 'the opposite direction, which would contaminate the ventilating airstream. If the perforation becomes so serious thatthe ventilating airstream pressure and the pressure of the products of combustion within the heater become equalized, combustion will be extinguished and thus no burned gases will be mixed with the ventilating airstream even under these extremely abnormal conditions.

It will be understood that it is difiicult to design the heater to burn gasoline at, very low absolute air pressure unless the proper mixture ratio is maintained with a high degree of accuracy. Since it is not always feasible or possible to maintain the mixture ratio constant, it is desirable, in order to assure continuedcombustion within the heater, to maintain the combustion air supplied to the heater above a certainabsolute pressure, as, for example, 18" Hg. It will be clear from a consideration of the curves of Figs. 3 and 4 that this condition is obtained by the apparatus disclosed.

Suitable thermostatic controls may be provided to energize the motor 42 to move the valve 36 to full'open position whenever the heater is not in operation. e

By adjustment of the position of plate IOI of the isobaric bellows I00, by means of screw II4, the atmospheric .pressureat which this bellows assumes its control function may be varied. Similarly, by adjustment of the degree of compression of spring I26, by shifting the spring seat I24, an adjustment of the differential pressure maintained between duct and atmospheric pressures may be obtained.

vWhile I have shown and described a particular embodiment of my invention, it will be apparent to those skilled in the art that numerous variations and alterations may be made in the specific form of they apparatus without departing from the underlying principles of the invention. I therefore desire, by the following claims, to include within the scope of my invention all such modifications and variations by which substantially the results of the invention may be obtained by the duct adjacent the cabin end thereof, a bellows having one side thereof subjected'to atmospheric pressure and theother side thereof subjected to the pressure in said duct, and motor means controlledby said bellows and operable to determine the position of said valve.

2. In an airplane heating system, the combination of a cabin supercharger, a duct leading therefrom, a heater of the internal combustion type having a heat exchanger in said duct and receiving air for combustion from said duct, means for discharging the products of combustion from said heater to the atmosphere, a valve in said duct beyond said heater so as to control the pressure in the portion of the duct in which said heater is located, and means responsive to the difference in pressure in said duct and the atmosphere for con trolling the position of said valve and thereby maintaining a predetermined pressure diiference throughout a wide range of atmospheric pressure variation.

3. In an aircraft heating system, the combination of a supercharger, a duct connecting said supercharger to a space to be supercharged, a heater of the internal combustion type'having a combustion air inlet connected to said duct, having an exhaust conduit connected to the atmos phere for dischargin the products of'combustion, and having a heat exchanger located in said duct for heating the air supplied by said supercharger, a fiow restriction valve in said duct beyond said heater, means responsive to the difference between the pressure in said duct and atmospheric pressure, an air motor for operating said valve. and valve means operated by said pressure responsive means for controlling the operation of said air motor.

4. In a heating system for airplanes equipped with cabins supplied with air under pressure from a supercharger through a duct, a heater of the internal combustion type receiving its combustion air from said duct and having the products of combustion exhausting to the atmosphere, means for maintaining a substantially uniform pressure difference between said duct and the atmosphere throughout a predetermined range of atmospheric pressure and maintaining th pressure in said duct at a constant absolute pressure beyond said range, comprising, a valve in said duct adjacent the cabin end thereof, a bellows having one side thereof subjected to atmospheric pressure and the other side thereof subjected .to the pressure in said duct, motor means controlled by said bellows and operable to determine the position of said valve, and an aneroid device operative to render said bellows ineffective and to assume control of said motor means when the atmoslocated, means responsive to the pressure difference between said duct and the atmosphere for controlling the position of said valve and thereby maintain said pressure difference substantially constant throughout a predetermined range of r atmospheric pressure, and means responsive to atmospheric pressure for rendering said pressure difference responsive means ineffective when the atmospheric pressure drops below a predetermined minimumvalue.

6. In a heating system for airplanes'equipped with cabins supplied with air under pressure from a supercharger through a duct, a heater of theinternal combustion type receiving its combustion air from said ductand having the products admission of air under pressure to said air motor means.

7. The combination set forth in claim 6 in which the air under pressure for the operation of said air motor means is'supplied from said due I under the control of said pilot'valve.

8. In a heating system for airplanes equipped with cabins supplied with air under pressure from a supercharger through a duct, a heater of the internal combustion type receiving its combustion air from said duct and having the products .of combustion exhausting to the atmosphere,

mean for maintaining a substantially uniform difference between the pressures in said duct and in the atmosphere throughout a predetermined atmospheric pressure range and for maintaining a definite absolute pressure in said duct at atmospheric pressures below said range. comprising a Valve for controlling the flowof air from said duct to the cabin, motor means for positioning said valve, and means to contro1- said motor means, comprising an aneroid bellows and a bellows responsive to the pressure difference be-,

tween said duct and the atmosphere.

9. In an airplane heating system, the combination of a cabin supercharger, a duct leading therefrom, a heater of the internal combustion" type having a heat exchangerln said duet and receiving air for combustion from said duct, means for discharging the products of combustion from said heater to the atmosphere, a valve in said duct beyond said heater so as "to control the pressure in the portion of the duct in which said heater is located, means respghsive to the difference in pressure in said duct and the atmosphere for controlling the position of said valve and thereby maintain said pressure difference substantially throughout a substantial range of atmospheric pressure variation, and additional means responsive solely to atmospheric pressure for controlling said valve to maintain the air in said duct at apredetermined substantially constant pressure whenever the atmospheric pressure is below a predetermined value.

JOHN H. LESLIE, n; 

